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A. P. MASSEY.

LoooMoTIVB BRAKE.

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ALBERT I?. MASSEY, OF WATERTOVN,

PATEN NEV YORK, ASSIGNOR TO THE EAMES VACUUM BRAKE COMPANY, OE SAME PLACE.

LOCONIOTIVE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 391,755, dated October 23, 1888.

Application filrd February 23, 1888. Serial No. 265,000. (No model.)

To @ZZ whom it may concern.-

Be it known that I, ALBERT P. lWIAssEY, a citizen of the United States, residing in the city of Watertown, in the county of Jeierson and State of New York, have invented certain new and useful Improvements in Locomotive-Brakes, of which the following, taken in connection with the accompanying drawings, is a specication.

to My invention relates to locomotivebrakes, and is for the purpose of maintaining an equal pressure on all the brake shoes when the brakes are on, and for holding the slices clear from the wheels when the brakes are off.

t5 Figure 1 is a view of one side of a locomotive. Fig. 2 is a crosssection of the saine. Fig. 3 is a plan of the arrangement between the wheels. Figs. 4 and 5 are details of the gravitykeeper lfor keeping the shoe concen- 2o tric with and clear front the wheel.

In Fig. 1, 1 is a pull-rod,which may be actuated by any of the ordinary devices for actuating brakes.

2 is a lever turning about a fulerum, 3.

4 5 G is an equalizcd lever composed of two cranks rigidly attached to a shaft that turns freely in the lower end of lever 2. (See also Fig. 2.)

7 is a lever for carrying the brake shoe 8.

3o It is hung from the fixed pin 9 and connected with the crank 4 by the links 10.

11 is a lever for carrying' the brake-shoe 12. It is hung from the fixed pin 13, and is connected by tie bar 14 and pull-rod 15 to crank G.

16 is a gravity-keeper for keeping the brakeshoes concentric with the wheels. The springs 17 are adjustable to proper position by ineans of the adjusting-screw 18.

4o i 19 is a pin that secures the gravity-keeper to the lever.

20 is a recess for holding spring 17.

The operation is as follows: The brakeshoes are shown clear from the wheels. To apply 4 5 the brake,the lever 2 is drawn toward 1 by any suitable power. This causes the lower end of the lever to move in an opposite direction, carrying with it the cranked lever 4 5 6. The upper erank,4,pushes the brak e-shoe 8 against the wheel through links 10 and lever 7, while 5o the lower crank, 6, pulls the brake-shoe 12 against the wheel through the pull-rod 15, tie-bar 14, and lever 11. The length of the cranks 4 and 6 is proportioned to the length of the levers 7 and 11, so as to give an equal 55 pressure on both brakeshoes. If one shoe was worn and the other new, or if inequali-v ties in the track caused the wheels to vary in distance, the equalizer 4 5 6 would. revolve about its axis until both shoes bore equally 6o on the wheels. The crankarms are put at opposite ends of the shaft 5,in order that one may 'ne directly opposite the center of the face of one wheel, while the other is in a vertical plane that is beyond the wheels, so that the pull-rod 15 can pass behind the forward wheel to the forward brake-connections- A line joining the centers of pressure at the ends of the two cranks 4 and 6 passes through or near the center of the bearing in which shaft 5 re- 7o volves, and consequently the pressure from the lower end of lever 2 is distributed to the brakeconnections 10 and 15 without lateral stress or torsion on the lever 2. As the brake shoes are attached to the hanging levcrs,which support them by a pin on one side of their center of gravity, it has been found necessary to use an additional appliance to hold the shoe concentric with the wheel when the brakes are off. 16 represents such a device, in 8o which 17 is a pair of springs (one on each side of the lever) bearing against the under side of the shoe and supporting it when clear from the wheel. W'hen the shoe is held hard against the wheel, the spring yields to any inequality, but resumes its position when the shoe is loosened. The set-screw 18 is for adjusting the spring to the shoe as the shoe wears in service. The casting 16 revolves upon the pin 19 as the set-screw is screwed in 9o or out. The springs 17 are placed in recesses 20 in the casting 16, (see Fig. 5,) and are held there securely by the lever which just fills the slot 21, Fig. 4, in the casting. They can thus be removed or replaced without trouble or tools by taking out the pin 19.

What I claim as new, and desire to secure by Letters Patent, is-

l. In a 10eon1otivebrake,the cranked lever to this speoicaton,in the presence of two sub- 4 5 6, combined with level` 2 and brake eonscribing witnesses, on this 21st day of Februro nections 10 and 15, substantially as set forth. lamy, A. D. 1888.

2. 1n a locomotive-brake, the casting 16,

5 Springs 17, and set-screw 18, combined with ALBERT P' MASSEY' the brake-hanger 7, and shoe 8, substantially l Witnesses: as set forth. HENRY W. BOYER,

In testimony whereof Ihave signed my name MICHAEL J. MORKIN. 

